What? If I manually shift into 3rd I don't stall the motor. You're referring to TC lockup. 2 Different things.
So is the A440F a 4 or 5 speed?
- Thread starter Eicca
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What? If I manually shift into 3rd I don't stall the motor. You're referring to TC lockup. 2 Different things.
oh yeah, got confused.l The start of the thread was talking about lockup then switched to O/D
O/D is controlled by the ECU, but lockup seems like it might be a mechanical lockup.
That also might be why someone posted that they dropped 700rpm. Maybe they got lockup first, and then O/D kicked in. Dunno.
O/D is controlled by the ECU, but lockup seems like it might be a mechanical lockup.
That also might be why someone posted that they dropped 700rpm. Maybe they got lockup first, and then O/D kicked in. Dunno.
From the FSM:
"There is a solenoid valve on the valve body.
The solenoid valve accompany with the cruise control system is turned on and off by signals from the ECU
to operate the 3–4 shift valve, and change the gear shift position."
"There is a solenoid valve on the valve body.
The solenoid valve accompany with the cruise control system is turned on and off by signals from the ECU
to operate the 3–4 shift valve, and change the gear shift position."
Cruiserdrew
On the way there
Is it possible the A440f in the FJ62 is different than the FJ80?
My FJ62 does not have cruiser control and no solenoid (or at least no wire) to the valve body. It appears 100% hydraulic with the pressure signal generated by the governor. It locks at exactly 53mph.
My FJ62 does not have cruiser control and no solenoid (or at least no wire) to the valve body. It appears 100% hydraulic with the pressure signal generated by the governor. It locks at exactly 53mph.
There are two variants of the A440F. The CC'd models have an electronic OD, while the models without CC are purely hydraulic. Both were offered in the 80. You say your 62 doesn't have CC... It should be the 100% hydraulic model.
Ditto for me with my FJ62.
so cruiserdrew it sounds like on your post #46 then a guy could just hot the wire that comes from the governor to tell the lockup solenoid to open up to lock the convertor esentually you could have lockup in everygear like a splitter. apparently wheelingnoob has this mod done by longbow and although not tested long term it does work a 100% . this mod would be ground breaking for the whole cruiser community ,being t/c slippage is killing the transmissions. hope this thread gets to the bottom of this. longbow was going to write a transmission thread build on exactly what he did ,but is waiting for wheelingnoob to test his out,but in reality there is quite a few other tests that wheelingnoob is going to be doing when he finishes his build and seems this mod is low on his priority. there is a couple guys hurting in our club right now that would do this test right away .
Holy dead thread revival, Batman! I completely forgot how much I used to know about the A440F; I just impressed myself.
Ok... So if I remember correctly (from 4.5 years ago), the Torque converter lockup is purely mechanical/hydraulic. The overdrive solenoid is the only electronic part in the cruise control-equipped A440F. Overdrive =/= TC lockup.
EDIT: Also, wheelingnoob is running aA442F modified A440F, so the logic in this thread doesn't really apply.
Ok... So if I remember correctly (from 4.5 years ago), the Torque converter lockup is purely mechanical/hydraulic. The overdrive solenoid is the only electronic part in the cruise control-equipped A440F. Overdrive =/= TC lockup.
EDIT: Also, wheelingnoob is running a
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- Thread starter
- #54
I learned somethin. I was under the impression the entire A440F was hydraulic. Figuring out how to stick an electronic solenoid on the torque converter circuit and manually control it would be a greatest-hits mod.
ha ha would'nt be the first time i've been laughed at. eicca no need to add it, it's already there ,it just needs to be ativated when you want to . So what is the difference between lookup and overdrive,would be nice to tell my overdrive solenoid to go into overdrive in any gear. or is it the governor that tells the lockup solenoid to open for lockup . anybody know what actually activates the lockup solenoid , it has to be electrically activated to work with cruise control. and ya i thought i would use this thread to open up talk again because you guys were the closest topic on lockup solenoids out of every thread i read ,besides one of longbows build threads that said he thought the electric solenoid inside might control lockup. funny when you mention transmissions all get quiet . granted longbow's transmission has more pressure but it sure would be nice to see if it worked on a stock transmission too.
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2nd digit in the transmission code is number of speeds.
a343f = 4, a440 = 4, a750 = 5, etc
a343f = 4, a440 = 4, a750 = 5, etc
It would be nice, but the valve body isn't what I'd call simple. A typical mechanical TC lockup is buried deep inside the valve body. What you (and probably several others) want is already available from Australia. http://www.automatictransmission.com.au/release.asp?NewsId=11360
Didn't know that, Learned something new today.
Overdrive is also known as 4th gear. It's called overdrive because the ratios in that gear cause the transmission output to spin faster than the input. 1st and 2nd gears spin the transmission input shaft much faster than the output shaft, which is why there is lots of torque available in 1st. 3rd gear is a 1:1 ratio, meaning the transmission's input and output shafts spin at the same rate.
Lockup, as described in this thread, is better known as Torque Converter Lockup. The torque converter is more-or-less a fluid coupling between the engine and transmission and replaces the standard clutch in a manual transmission vehicle. This fluid coupling allows the vehicle to be in gear and idle in place at the same time. While driving, there is always some slippage in the torque converter. I forget the numbers, but there's a loss of efficiency there, which is where the torque converter LOCKUP comes into play. The lockup mechanism is a simple hydraulically activated clutch plate that clamps the two halves of the torque converter together, creating a solid coupling between the engine and transmission.
Pretty simple if you think about it.